Steam-engine.



No. 788,723. PATENTED MAY 2, 1905. H. D. LANGTON. STEAM ENGINE.

APPLIUATION FILED FEB. 16, 1904.

5 8HEETS-BHEET 1.

II; lfangfiu Means H. D. LANGTON.

STEAM ENGINE.

APPLIOATION FILED FEB. 16. 1904.

5 SHEETS-SHEET 2.

.No. 788,723. PATENTED MAYZ, 1905.

' H.D.LANGTON.

STEAM ENGINE.

APPLIOATIVIOH mam 53.16. 1904.

1X tneooea EV?- No- 788,723- PATENTED MAY 2, 1905.

- H. D. LANGTON.

STEAM ENGINE.

APPLICATION FILED FEB. 16, 1004.

5 SHEETS-SHEET 4- 119i hwoaco PATENTED MAY 2 1905.

'H.D.LANGTON.

STEAM ENGINE.

APPLIOATION FILED FEB. 16, 1904.

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NITED STATES Patented May 2, 1905.

HARRY D. LANGTON, OF CLEVELAND, OHIO.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 788,723, dated May 2, 1905. Application filed February 16, 1904. Serial No. 193,809.

To (ti/Z whom, it may concern:

Be it known that I, HARRY D. LANGTON, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented a new and useful Improvement in Steam-Engines, of which the following is a specification.

My invention relates to an engine especially adapted for use with automobiles; and the object of the invention is a com pact durable single -acting compound steam engine having high and low pressure cylinders.

A further object is to combine within a single casing all the working parts of two engines of this type, the low-pressure cylinders being arranged adjacent and parallel to each other and having a common exhaust-pipe.

The advantages of applying asingle-aeting engine to avehicle may be briefly set forth as absence of slide-valves, stufliug-boxes, and cylinder-lubricators, that superheated steam may be used, and that the crank connections can run free, eliminating pounding, adding to the life of the bearings, and avoiding the jarrings common to many automatically-propelled vehicles.

Briefly stated, my invention consists of four vertically-arranged cylinders parallel to each other and open at their lower ends, the lower ends of all the cylinders being in the same horizontal plane. The casing forming the outer walls of the cylinders extends downward below the lower ends of the cylinders and forms a casing in which work the pitmen, a crank-shaft passing longitudinally through and being journaled in the ends of the easing. the said shaft having a gear-wheel fixed thereon. A cam-shaft has its ends journalcd in the ends of the casing and is arranged parallel to and above the crank-shaft, and a gearwheel is slidably keyed to the cam-shaft and is adapted at all times to mesh with the gearwheel on the crank-shaft. The cam-shaft is slidable, and means are provided whereby the gear-wheel on the said shaft is held against longitudinal movement during such movement of the cam-shaft. ()n the cam-shaft are arranged oppositely-formed sets of cams. The valve-stems extend below the lower open ends of the cylinders and are actuated by the sald cams, one set of cams being in engagement with the valve-stems during forward movement and the other set being brought into engagement with the said stems by sliding the cam-shaft, thus reversing the origins. Steam is admitted into the high-pressure cylinders, which are of less diameter than the low-pres sure cylinders. and the steam is then passed into the latter, from which it is exhausted through a common exhaust-pipe.

My invention also consists in the novel features of construction and combination of parts particularly brought out in the claims and shown in the accompanying drawings, in which Figure 1 is a view of my engine in elevation. Fig. 2 is a vertical section taken on the line 2 2 of Figs. 5 and 6. Fig. 3 is an end elevation. Fig. 4 is a vertical transverse section on the line 4 4 of Fig. 2. Fig. 5 is a plan view. Fig. 6 is an irregular section on the line 6 6 of Fig. 2. Fig. 7 is a detail sectional view on the line 7 7 of Fig. 5, the valves and springs being shown in elevation. Fig. 8 is a similar sectional view on the line 8 8 of Fig. 5, and Fig. 9 is a similar viewon the line 9 9 of Fig. 5. Fig. 10 is a detail view of one of the valve-throwing arms.

In the drawings, A represents two high-pressure cylinders, and B two low-pressure cylinders arranged between the cylinders A, the cylinders A having a less diameter than the cylinders B and the cylinders being integral. The cylinders are all downwardly open and are closed at their upper ends, the ends being integral with the side walls of the cylinders. These cylinders are substantially all of the same length. The space immediately below the cylinders is inclosed by a sectional casing, the upper section A of the casing being formed integral with the lower portion of the outer walls of the cylinder, as is clearlyshown in Fig. 2. The lower section of the casing is bolted to the upper section and comprises the bottom A.

A shaft (J passes longitudinally through the casing and is journaled in suitable boxes A formed at the juncture of sections A and A of the casing, the boxes being provided with suitable bearings The shaft 0 is provided with suitable cranked portions 0, and intermediate the ends of the casing the shaft is supported by bearings A carried by the vertical depending wall A, which extends downward from between the two low-pressure cylinders B. Pistons (Fare arranged in the highpressure cylinders A and are connected by suitable piston-rods or crank-arms C to the outer cranked portions, respectively, of the crank-shaft C. Pistons (1* are arranged in the low-pressure cylinders B and are connected to the intermediate cranked portions C by the piston-rods C These pistons are hollow and downwardly open. In each piston inwardlyextending sleeves are arranged, as shown at C, in horizontal alinement and spaced apart and having a bore extending through the side walls of the piston. The upper portion of the piston-rods extends between the inner ends of the sleeves in the respective pistons and the sleeves form bearings for stub-shafts C, the ends of which rest in the sleeves, the shafts passing through the upper portions of the piston-rods, and each piston-rod is'thus practically journaled at its upper end in its respective piston.

Above the cylinders A are arranged valvecasings D, and ports or passage-ways D lead from these casings D into the u pperportion of the cylinders A. These casings extend over the adjacent cylinders B, and ports D lead from the casings D into the cylinders B. Arranged in the casings D between the passage-ways D and D are valve-seats D and valves D which cooperate with the said seats. The upper portions of the casings have an interiorly-tln'eaded opening formed therein in which fits a threaded cap E, recessed on its under face. The upper portion of a coiled spring E is arranged in the recess of each cap and bears at its lower end on the upper face of the valve below it. All the valve-casings are fitted with these caps and springs. which are all designated by the same reference characters. The valves D control the passage of steam from the high-pressure cylinders A to the low-pressure cylinders B. Arranged adjacent the casings D are valve-casings F, communicating by inlet-ports F with the interiors of the cylinders A, and live superheated steam is admitted to the casings F through the steam-inlets F Intermediate the casings described is a twin casing G, and exhaustpassages G lead from the low-pressure cylinders B. In the outer side of this casing is a suitable exhaust-port G common to the passages G and shown most clearly in Fig. 1. In the casings F are arranged valve-seats and cooperating valves F controlling passage of steam from the inlets F to the ports or passages F, and in the twin casing Ur are valveseats and cooperating valves G controlling the exhaust from the cylinder B, the said valves and seats being identical in construction with the valve-seats D and valves D.

Below the casings E, F, and G are cylindrical depending sleeves H, each having a longitudinal bore therethrough enlarged at its lower end, and a packing-nut H is threaded into the lower portion of each sleeve. Extending from the valves in these casings and through the sleeves H are valve-stems H leading from the valves F and stems H leading from the valves G The valve-stems H" extend from the valves D and lead downward through suitable vertical grooves or slots in the cylinder-walls, as shown in Fig. 8.

Above the boxes A are formed boxes J on the section A of the casing, and in these boxes J are journaled the ends of a cam-shaft J, arranged parallel to and above the plane of the shaft C, the shaft being in alinement with the valve-stems H and H On the camshaft J are arranged two sets of oppositelyformed cams J J arranged alternately and in pairs, the cams J and J of each pair being connected by an inclined or beveled face J The lower ends of the valve-stems H and H normally rest on the arms K that are in alinementwith the said cams J The valvestems H are out of alinement with the camshaft J, and to actuate these stems arms K are pivoted to a shaft K, parallel with and slightly above the plane of the cam-shaft J, and the free slightly-curved ends of the arms K rest normally on the cams J which actuate the valve-stems Hi the lower ends of the stems resting on the arms K. The arms K are also pivoted to the shaft K. These cams regulate the throw of the valves, and to reverse the engine it is only necessary to slide the cam-shaft J so as to bring under the valvestems the cams J in place of the cams J A grooved collar L is rigidly secured to the camshaft J, and a vertically-arranged sleeve L is arranged on one side of the casing or section A and opens downwardly within same. A lever-shaft L is rotatably carried by this sleeve L, and to the lower end of the shaft is fixed a collar L from which extends a curved arm L, bifurcated at its free end, the bifurcated members of the arm resting in the groove of the collar L. By swinging the lever L so that the vertical portion of the lever-shaft will rotate in the sleeve L, the free bifurcated end of the arm L will be swung to the right or left and bearing on the fixed colllar L will shift or longitudinally slide the cam-shaft J.

To drive the cam-shaft, a gear-wheel M is fixed on the shaft C and a gear-wheel M is keyed on the cam-shaft J, so that it will mesh with the gear-wheel M. To the gear-wheel M is secured a grooved collar lV and into the groove of this collar extends the lower end of a lug M whereby the collar M and gear-wheel M are held against longitudinal movement when the cam-shaft is shifted longitudinally by the reversing-lever L On one end of the shaft 0, I have shown a sprocket-wheel N, and a suitable sprocketchain may be used to transmit the rotation of the wheel N to the axle of the vehicle, or any other suitable means may be employed to transmit the rotation to the wheels of the vehicle with which it is used. A suitable camwheel 0 is arranged on the opposite end of the shaft C, and a suitable rod 0, in engagement with the said cam-wheel O, operates a pump of any kind, (not shown,) such as is commonly used with engines oi. this type.

Steam is admitted to the high-pressure cylinders A from any desired source. The arrangement of the cams and valves is such that steam is admitted to one of the cylinders A, and the downward stroke of the piston in said cylinder commences during the upstroke of the piston in the other high-pressure cylinder A. At this point in the operation the valve D, controlling passage of steam from the high-pressure cylinder A, in which the steam is being admitted, is closed and the piston in the adjacent low-pressure cylinder B is on the upstroke, the steam in the said cylinder being forced outward through the exhaust-port G by the ascending piston (3*, the valve G, controlling passage of steam from said cylinder, being open. On the other side of the enginethe right-hand sidein Fig. 2- the valve F is closed, valve D' is open, and steam is being forced by the ascending piston (1 through the passage-ways D and D into the adjacent low-pressure cylinder B, and the piston C" in the said last-mentioned cylinder will be on the downstroke. It is obvious, therefore, that the pistons in the two high-pressure cylinders are oppositely acting, that the pistons in the two low-pressure cylinders are oppositely acting, and that the pistons in each high-pressure cylinder and its adjacent or 00- aeting low-pressure cylinder are oppositely acting.

superheated steam may be admitted to the high-pressure cylinders, permitted to expand therein, and then be admitted into the lowpressure cylinders, where the second expansion takes place against a piston of greater area than the piston against which the first expansion took place.

At the ends of the section A of the casing a vertical partition P is formed, having a vent P therein adjacent the bottom of the casing. A vent P leads from the bearings of the shaft 0 downward and opensat its lower end into the chamber formed by each partition P, and oil which Works along the shaft C toward either end of the shaft escapes through the vents P and returns to the lower portion of the casing through the vent-opening P, and is thus prevented from leaking and running over upon the exterior of the casing and splat tering the carriage. All the bearings are lubricated by the splash of oil by the crankshafts, and suitable oil grooves and vents are placed where found desirable.

The piston .or eliminator.

heads and cylinders are lubricated from the same source. This keeps the oil from mixing with the steam and dispenses with an oil filter Suitable paekingrings are used on the pistons, and it is obvious that the casings and cylinders may be bolted, braced, ribbed, or strengthened in any desired manner, according to the use to which the engine is to be placed. By having the valve-stems H? and H which are in alinement with the cams J rest on the arms K which are similar to the arms K, lateral thrust on the said valve-stems is avoided.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. An engine of the type described comprising high and low pressure cylinders arranged in sets, pistons adapted to work in said cylin ders, valves controlling admission of steam into said high-pressure cylinders, valves controlling passage of steam from the high-pres sure cylinder of each set to the low-pressure cylinder of the same set, and means for closing the valve admitting steam to the highpressure cylinder of one set of cylinders when the valve controlling the passage of steam from the high-pressure cylinder to the lowpressure cylinder of the adjacent set is open.

2. An engine of the kind described comprising four cylinders arranged parallel to each other and open at one end the outer cylinders being of less diameter than the intermediate cylinders, valve-casings arranged at the closed ends of said cylinders, means for admitting live steam into the two outer casings, the said casings having inlet-ports opening into the said outer cylinders, respectively, valves in said casings controlling said ports, two of said casings having passage-ways leading through the said casings from the outer cylinders to the adjacent cylinders, valves in said casings controlling the said passage-ways, a twin casing having passageways leading from the intermediate cylinders into the easing, said twin casing having an exhaust-port common to each of said passage-ways, a valve in each of said passage-ways, means for actuating all of the said passage-ways, and pistons adapted to work in the said'cylinders.

3. The combination with a plurality of downwardly-open cylinders, valves adapted to control admission of steam to and from said cylinders, depending valve-stems connected at their upper ends to the valves, pistons in the cylinders, a crank-shaft journaled below and at right angles to said cylinders, piston-rods connecting the pistons and crank-shaft, a slidable cam-shaft parallel to the crank-shaft, a gear-wheel on the crank-shaft, a second gearwheel on.the cam-shaft adapted to constantly mesh with the gear-wheel on the crank-shaft, two sets of oppositely-formed cams on the cam-shaft, said cams being arranged in pairs, the cams of each pair being connected by an inclined face, the said cams being adapted to actuate the valve-stems, and means for sliding the cam-shaft to bring into operation either set of cams.

4. A single-acting compound-engine comprising two high-pressure cylinders and two low-pressure cylinders arranged intermediate the high-pressure cylinders, valves adapted to control the admission of steam to the highpressure cylinders, valves adapted to control passage of steam from the high-pressure to the low-pressure cylinders, a cam-shaft arranged transverse to the said cylinders, cams arranged on the said shaft, a plurality of pivoted arms having their free ends resting on the said cams, vertically-movable, depending valve-stems having their free ends resting upon said arms, pistons in the cylinders, a crank-shaft, and means for transmitting rotation of the crank-shaft to the cam-shaft, as and for the purpose set forth.

5. An engine of the kind described comprising a plurality of cylinders, valve-casings carried by the said cylinders,valves in the said casings, a cam-shaft arranged adjacent the said cylinders, two sets of oppositely-formed cams carried by the said shaft and arranged in pairs, the cams of each pair being connected by a beveled face, stems connected to the valves and adapted to be actuated by the said valves, pistons in the cylinders, a crank-shaft parallel to the cam-shaft, piston-rods connected at one end to the pistons and at the opposite end to the crank-shaft, a gear-Wheel fixed on the crank-shaft, an intermeshing gear- Wheel keyed to the cam-shaft, a collar loose on the cam-shaft and secured to the keyed gear-Wheel, said collar being grooved, a lug integral With one of the cylinders and extending into said groove, and means for sliding the cam-shaft.

HARRY D. LANGTON.

Vitnesses:

E. R. CoWIN, D. W. LANGTON. 

